Shock-absorber.



G. I. PLATU.

SHOOX LBSOBBEB.

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Patented Sept. 3, 1912.

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e. J. PLATO. BROOK ABSOBBEB. APPLIOAHOF FILED IUIB 14. 1010.

Patented Sept. 3,1912.

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96W )ma UNITED STATES :IATENT OFFICE.

SHOOK-ABSORBEB- speoiiimion o: Imm rasant.

Application. Med June 14,

Patented Sept. 3, 1912. ie'io.` serial No. 566,743.

To all whom it may concern. l

Be it known that I, GEORGE JrPLA'rO, a citizen of the United States, residing at an Francisco, in the county of San Irancisco and State of California, have invented certain new and useful i Im rovements 1n Shock-Absorbers, of which t e following is a s ecication.

he present invention is in the nature of a novel shock absorber which is desi ed t0 he applied to automobiles, cars, marine vessels, air ships, and the like, for the purpose of absorbing the jar or shock in the event of a collision and preventing injury to the device to which it is a plied, and also to prevent the consequent oss of life.'

The object of the invention is the provision of a shock absorber which is simple and inexpensive in its construction, which is com act in design, which can be readily applie to a motor vehicle or likedevice, and which will operate in an effective manner to absorb the shock or jar in the event of a collision.

VWith these and other objects iii view the invent-ion consists in certain vcombinations and arrangements of the partsa's will more fully a pearas the description proceeds, the novel iiatures thereof being pointed out in the appended claims.

For a full understanding of the invention reference is to be had to the following descrption and accompanying drawings, in which:

Fi ire 1 is a top plan view of an automobile aving the improved shock absorber n plied thereto.' Fig. 2 is a top plan view ci) the shock absorber detached, the air cylindex' being shown in section. Fig. 8 is a similar view of a slghtly modified form of the shock absorber. i 4 is a similar view of a still further modi cation ofl the shock` absorber. Fig.v 5 lis a.v plan view of a modified form of the shock'absorber designed to be applied to a marine vessel,'Fig. 6 is ,a longitudinal sectional view through the same, Fi 7 is a top lan view showin a still furt er modification of the invention as applied to a ship,and Fi'g. Sis a front elevation ofthe gearing for, positively moving the shock' absorber in and'out.

lcated in all the'views-,of-.the drawing 'by the same reference characters.

In Fig. 1 of the drawings the shock absorber is applied to an automobile, and as shown more clearly in Fig. 2, this shock absorber comprises an air cylinder 1 having) a. piston 2 mounted therein, the said piston eing connected to a iston rod 3 which extends throu h the orward end of the air cylinder an is connected to the head 4 which has the body -5 of the shock absorber applied thereto. i The air cylinder 1 may be applied to the frame of an automobile or the like in any suitable manner and is arranged so that the piston rod 3 and head 4 carried thereby prolect in front of the automobile. A coil spring 6 surrounds the pis- ,ton rod 3 and is interposed between the head `4 and the air cylinder l, and the body 5 of ithe shock absorber is preferably formed of rubber or some similar material. In the ,event of a. collision, the head 4, piston rod 3, and piston 2 are moved rearwardly and air is compressed'between the said piston and the rear end of the air c linder. This compressed air acts as a cus ion and cooperates fwith the coil spring 6 to'absorb the shock iand jar and'either revent or very materially reduce the inJury to the automobile lor other device to which the shock absorber 'has been ap lied. Particular attention is directed to t e fact that the present shock absorber is peculiarly designed so as to combine the action of both the metallic spring' and they compressed air for reducin the shock, such a construction being superior to a devicewhich depends entirely upon a single cushioning means for producing the desired result.

4In a slightly modified form of the invention-as shown in Fi 3 two air cylinders 7 are utilized, the saidg air cylinders being arrangedlin a parallel relation to each other fand each'of t e cylinders having a piston 8 mounted therein. These pistons 8 are con` nected to piston rods 9 which project in front of the cylinders and have their forward ends connected by a cross bar 10. An arm 11 projects forwardly from an intermediate portion of the cross bar 10 and has thehead 12 applied to the extremity thereof, the said `head carrying the body portion g 18i of the shock absorber. Coil springs 14 Corresponding and like parts are-referred to in the. following description' and 4fincli;

surround the two piston rods 9 and are iiiterposed between' ,the cross bar 10 and the air" linders 7. -As in the previous instance, ysho d' the automobile or other device to which this shock absorber was.- applied'be involved in a collision, the pistons would. be moved rearwardlyinthe aircylindersj; aud the air which would thereby be com` pressed in the said air cylinders Twouldgcooperate with the two coil springs 14 to absorbthe shock. I. t

A still further 'modification is shownjn Fig. 4 in which a pair of air cylinders 15 are utilized as in the previous instance,each of the air cylinders` havin a piston 16 mounted therein and the said piston being connected to piston rods 17 which project in front of the cylinders and are connected by the head 18 having the body 19 of'the 'shock4 absorber a plied thereto. Coil springs'20 surround tie piston rods 17 and are interposed between the head 18 and the cylinders 15. The operation of this shock absorber is identical wtli that previously described, the air which is compressed in t e air cylinders cooperating with the coil springs to absorb and reduce the shock.

ln Figs. 5 and 6 is shown a form of the shock absorber adapted to be applied to marine vessels. The hull 21 of the vessel is indicated by dotted lines, and t-he shock absorber 22 may be a plied either to one or both ends thereof. his shock absorber 22 is formed with diverging sides and'is so constructed that when retractedit will fit snugly against the pointed end of the hull2 while when projected into an operative position it will be spaced from the hull. Piston rods 23 are connected to opposite sides of this shock absorber 22 and extendinto .the interior of the hullwhere they are connected toy pistons 24 operatin l'within air'cylinders 25. Collars 26 are fitte upon these iston rods 23 and coil springs 27 surround t e said piston rods and are interposed between the'collars 26 and the air cylinders 25. An air pump 28 is arranged within the hull 'of the vessel and has a piston 29 mounted therein, any suitable means (not s liowti)'beinI ,em-- ployed for operating'thispiston-of-t eair pum A feed pump 30 is shown as pro'- vide for the air pump 28. A pipe 31- leads from the air pump 28 and-is vformed with the branches 32 which communicate with the forward end of the air cylinders 25, valves 33 being interposed in the lengthof the said branches 82. 4In a similarmann'enf-a ipe 84 also leads Afrom the air .pum l.an is formed with the two branches 85m ich com-I municate with-.the rear'endsoffthe air cylinders- 25, valves 86 beinginte osed in the lengthcf-the said branches. A ach ofthe pipes l31V and 134 is.' provided l.with av checkva ve 37 which; prevents-.fain from-'passing from the air ycylinders'2l5backlthrouligh the pipesintdthe air pumpf2`8.;-'A release valve 3%3218; applled': to' therese-endedieaehzofthe air cylinders" 125. andfin. aflike'gfmsnner; eg'rg. lease valve 39 is appliedthe forward end ofeafch` of the c linders. Under normal conditions, the va ves 33 and 36 are closed, the release valves 38 are also closed, while 'the release valves 39'are o en. Should the -ship strike upon a rock, col ide with another vessel, or run into a dock the piston rods 23 and pistons 24 would be moved rearwardly so as tocompress air in the air cylinders 25 and alsocompress the springs 27 between the collars 26 and the air cylinders 25. This combined action of the compressed air and the coil springs, would, as in the previous "instance, tend to absorb the shock and jar ,and either reduce or entirely prevent injury ito the'ship. Should it be desired to with- Idrawthe shock absorber into an inopera- "tiveposition, the release valves 38 at the Irear ends of the air cylinders would be i opened, the release valves 39 at the forward ends of the cylinders closed, the valves 3G fof the branches 35 leading to the rear ends of the cylinders closed, and the valves 33 of .the branches 32 leading to the forward ends ,of the cylinders opened. The air ump would then be o erated and air wou d be vforced into the orward ends of the cylinl'ders so as to move the pistons 24 rearwardlv fwithin the cylinders and retract the shock absorber into an inoperative position. In a i. reverse manner, the pistons 24 could be moved forwardlyso as to throw the shock absorber into an operative position by reversing the condition of the valves and causing the air to be forced into the rear ends of the, cylinders behind the pistons. The shock absorber would then be under complete conjtrol, and could either be held -in an operative or inoperative position as desired. The shock absorber itself would probably be a ,total loss in case of a collision, but it would serve to. prevent or reduce the injury to the vessel tol which it was applied. 1 If found desirable as indicated in Fi s. i2 and 4, the air c linders 1 may be provicitgad iat the rear en s thereof with valves 39 fthrough whichthe air may be forced as it is compressed by' the pistons, the escape of the fair through the said valves being slow so ithat itdoes not in any manner detract from the etiiciency thereof as a cushion for the ipiston. Similar valves 40 are also shown as provided at the forward ends of the cylinere. It will be entirely obvious, that should ,it be sol desired, compressed air could be utilized for ositively o erating the pistons ywhen the vice is applied to an automobile -cr other vehicle in a manner somewhat analogoustothat for operating the shock absorber when applied to a ship.

.Referring to Figs-7 and 8 in which a ,still furtherl modification of the invention is 'shown .thenumeral 42 desi nates the end tof asinp, and43 a shock a sorber similar gto. -thatpreviously described. As in the previous instance, this shock absorber is provided with the 'piston rods 44 which pass through the hull ,of the ship and terminate in istonswhich operate within 'the-air c l'- in ers 45, coils rings 46 beingrovided whichsurrou'd 't e piston rods an operate as inthe previous instance to hold the shock absorber normally in a projected position and tocoperate with the pistons in the air cylinders to absorb all shocks and jars such as would be incident to a collision. Means is also provided for positively nioving the shock absorber into and out of o erative position, and for this purpose tlIie shock absorber is connected to rods 47 which pass through the ship and are provided at their inner ends with racks 48, the said racks being engaged by pinions 49 on opposite ends of a siaft 50. This shaft 50 1s supported by a bearin 51 within which it is ]onrnaled, the said earin being provided with a downwardly extending a-rm 52 which passes loosely through a sleeve 53 and has a threaded engagement at its lower end with a friction gear wheel 54 so that b turnin the said ear wheel the arm can e move up and own and the pinions 49 thereb moved either into or out of engagement wit 1 the racks 48. A driving shaft 55 which is journaled within the bearings 56 is located under the shaft 50 and receives power froma suitable motor 57. A sleeve 58 is keyed upon this driving shaft 55 so as to rotate therewith but slide freely thereon.' Rigid with this sleeve 58 are the gear wheels 59 and 60, the said ear wheel 59 being shown in Fig. 8 as mes in with a gear wheel 61 upon a shaft 50, whil the second gear wheel 60 meshes with an idler 62 'ournaled u on a i rame 63. This frame 63 is connecte by means of an arm 64 to a lever 65 by means of which it can be moved back and forth, and the lower end of the said frame engages the sleeve 58 so that the said sleeve can rotate freely but must slide back and forth with the frame. The upper shaft 50 has a second gear wheel 66 keyed thereon, and by moving the frame 68 to the right, the idler 62 can be thrown into mesh with this gear wheel 66, the ear wheel 59 u on the sleeve 58 being att e same time t rown ont of mesh with the gear wheel 61. Owing to the fact that the idler 62 can be interposed between the gear wheel 66 and the gear wheel 60, the shaft 50 will rotate in one direction when the idler 62 engages the wheel 60, and in the opposite direction when the gear wheel 59 en ages the gear wheel 61. It will thus be4 o vious that by suitably mani ulating the lever 65, the gearing can be a justed so as t'o rotate ,-the shaft 50 in' either direction and either retract,v the 'shock absorber itltor. an inoperative osition' or pr'tlijeetitdntoranp erative posi ion.,I4 I hei-,fopposite'sl es. of the friction-` ear wheel 54 are designed to be engage by vertically disposed Ifriction wheels 67 which are journaled upon a sliding frame 68, the

ySaidsIiding frame being connected to an operatirg lever 69. The drivin .shaft 55 is provide lat a point under the rietion gear wheel 54 with a wheel 70 engaging horizontal wheels 71 and 72 which are arran ed upon opposite sides thereof and 'ourna ed upon suitable brackets. When t e frame 68 ismoved` in one direction through the medium of the lever 69, one of tlie vertical wheels 67 is brought into engagement with the wheel 54 and the horizontal wheel 71 so that motion is transmitted from the drive shaft to the wheel 54 for either raising or lowering the shaft 50. In a reverse manner, by sliding the frame 68 in the opposite direction, the other vertical wheel 67 will be brought into engagement with the wheel 54 and t'lie wheel 72 so as to turn the friction gear wheel 54 in the opposite direction. lVith this construction, it will be apparent that by suitably mani )ulating the lever 69 the shaft 50 can be eit er raised or lowered through the medium of the gearing, and the pinions 49 thereby thrown either into or out of operative position. When the sliding frame 68 is at an intermediate position, as indicated in Fig. 8, neither of the vertical wheels 67 is operative and the friction gear wheel 54 remains stationary. .It will of course be understood that the friction gear wheel 54 is journaled within fixed bearings so that the said wheel is held securely against vertical movement.

Having thus described 'the invention, what I claim as new and desire to secure by Letters Patent, is

1. In a shock absorber, the combination of a propelled member formed with a point:- ed end` a shock absorbing element. formed with diverging sides adapted to fit closely against the pointed end of the propelled member, a air of parallel iston rods connected to t e respective si es of the shock absorbing element, istons upon the piston rods, and a pair ofhiir cylinders mounted upon the propelled member and receiving the pistons so as to provide an air cushion for the shock absorbing clement.

2. In a shock absorber, the combination of a propelled member formed with a pointed'end, a shock absorbing element. formed with diverging sides adapted to fit closely against the pointed end when retracted into an inoperatlve position, a pair of parallel piston rods projecting from the respective sides of the shock absorbing element, pistons upon the piston rods, a pair of air cylinders receiving the pistons and coperating therewith to provide an air cushion for the shock absorbing element, and means for positively 1 moving the shock absorbing element into and out of operative position.

8. In a shock absorber, the combination of an air c linder adapted t o be applied to throwing the the propel ed member, a piston operating within the air cylinder, a p nected to the piston and projecting infront of tho propelled member, a shockabsorbing member applied to the piston rod, gearing for ositively moving t e shock absorbing mem r in either direction, and means for Copies piston rod conp gearing into and out of operative position, 1o

Intestimony whereofI affix my slgnature inlfpresence'of two witnesses.

GEORGE J PLATO.

Witnesses:

M. A. FLYNN, Gnonon HULL.

N ot this patent may be obtained tor v'e cent: elch. by addressing the Oommlnioner o! Patent,

Washington, D. 0. 

